特斯拉或正面對(duì)中國(guó)問(wèn)題.

　　特斯拉將要或正在面對(duì)的中國(guó)問(wèn)題，特斯拉汽車(chē)的全球招聘信息說(shuō)明了一切。詳細(xì)請(qǐng)看下面的雙語(yǔ)信息：

　　在僅有510萬(wàn)人的挪威，該公司的Model S轎車(chē)是2014年最暢銷(xiāo)車(chē)型之一。在這里，特斯拉還要招聘約90名員工。而在中國(guó)這個(gè)人口達(dá)到13.5億的龐大經(jīng)濟(jì)體，特斯拉的產(chǎn)品銷(xiāo)量低于預(yù)期，導(dǎo)致了高層更迭以及最近的重組。在這里，特斯拉只打算再招一個(gè)人。

　　That wasn’t the story nearly a year ago when the first Model S sedans were delivered tocustomers in China. Tesla, aiming to meet lofty sales goals, went on a hiring spree (andeventually amassed a staff of 600 people), opened stores and service centers, and began anaggressive rollout of its network of free fast-charging stations known as superchargers.

　　不到一年前，Model S轎車(chē)首次出現(xiàn)在中國(guó)消費(fèi)者面前，當(dāng)時(shí)的情況可不是這樣。那時(shí)特斯拉制定了很高的銷(xiāo)售目標(biāo)，并為此大舉招兵買(mǎi)馬(最終組建了600人的隊(duì)伍)，設(shè)立專(zhuān)賣(mài)店和服務(wù)中心，并開(kāi)始積極建設(shè)超級(jí)充電站網(wǎng)絡(luò)，以便免費(fèi)為用戶(hù)提供快速充電服務(wù)。

　　Those forts fell short. Tesla’s first year in China didn’t pan out as expected. The companysold an estimated 3,500 cars in 2014, below its sales goal and behind electric and plug-inhybrid vehicles produced by Chinese rivals BYD and BAIC. Sales continued to lag in thebeginning of 2015.

　　但這些努力并未獲得回報(bào)。在進(jìn)入中國(guó)市場(chǎng)的第一個(gè)年頭，特斯拉的表現(xiàn)沒(méi)有達(dá)到預(yù)期。2014年，該公司在中國(guó)的汽車(chē)銷(xiāo)量估計(jì)為3500輛，低于它自己設(shè)定的目標(biāo)，也不如中國(guó)競(jìng)爭(zhēng)對(duì)手比亞迪和北京汽車(chē)生產(chǎn)的純電動(dòng)汽車(chē)以及插電式混合動(dòng)力汽車(chē)。2015年初，特斯拉的汽車(chē)銷(xiāo)量依然落后。

　　Elon Musk, Tesla’s chairman, chi executive, and largest stockholder, has placed much of theblame on amisconception among Chinese consumers that charging is difficult there. During anearnings call last month, Musk said the company was working to fix that perception problem.

　　特斯拉董事長(zhǎng)、首席執(zhí)行官及最大股東埃隆o穆斯克認(rèn)為，這主要是因?yàn)樵谥袊?guó)消費(fèi)者中有種誤解，以為充電是件難事。上個(gè)月，在業(yè)績(jī)電話會(huì)議上，穆斯克說(shuō)特斯拉正在著手扭轉(zhuǎn)這種觀念。

　　However, Tesla’s China problem goes beyond a failure to communicate and educate Chineseconsumers about charging the Model S.

　　然而，特斯拉在中國(guó)遇到的問(wèn)題不僅僅是溝通不暢以及未能讓中國(guó)消費(fèi)者真正了解Model S轎車(chē)在充電方面的表現(xiàn)。

　　“This isn’t just a misconception, it’s a concrete problem,” said Lilia Xie, a research associatewith Boston-based Lux Research. “China’s infrastructure, in many ways, is not ideal forsupporting electric vehicles.”

　　波士頓研究咨詢(xún)機(jī)構(gòu)Lux Research研究員Lilia Xie說(shuō)：“并不只是觀念上的誤解，這里存在著切實(shí)的問(wèn)題。在很多方面，中國(guó)的基礎(chǔ)設(shè)施對(duì)支持電動(dòng)汽車(chē)都不理想。”

　　Most families don’t have private garages and the population is very concentrated in urbanareas. That means car owners typically park in public garages, on the street and at work,making it difficult to install private charging infrastructure, Xie said.

　　她指出，大多數(shù)中國(guó)家庭都沒(méi)有私人車(chē)庫(kù)，而且中國(guó)的人口高度集中在城鎮(zhèn)地區(qū)。也就是說(shuō)，中國(guó)的有車(chē)一族通常都把車(chē)停在公共停車(chē)場(chǎng)、路邊或者工作單位，因此很難在中國(guó)安裝私人充電設(shè)備。

　　Tesla is offering free at-home charging in an fort to ease concerns and continues to add to its200-plus network of superchargers. It’s also working with property owners of residentialbuildings to set up charging infrastructure. Changing public perceptions in China is furthercomplicated by consumers’ general misgivings about adopting new technology, particularlywith cars. Xie said.

　　為了消除用戶(hù)的顧慮，特斯拉為他們免費(fèi)提供在家充電服務(wù)。該公司已在中國(guó)設(shè)立了200多座超級(jí)充電站，而且還在建設(shè)新的充電站。它還通過(guò)和業(yè)主合作的方式在住宅樓安裝充電設(shè)施。Xie認(rèn)為，中國(guó)消費(fèi)者普遍對(duì)采用新技術(shù)心懷疑慮，特別是汽車(chē)領(lǐng)域的新技術(shù)。這讓扭轉(zhuǎn)公眾觀念的工作變得更為復(fù)雜。